Towing boats



(No Model.) .2 Sheets-Sheet 1. J. M. GOODWIN.

TOWING BOATS, &o., IN GANALS. No. 371,680. Patented Oct. 18, 1887.

(No Model.) 2 Sheets-Sheet 2.

J. M. GOODWIN.

TOWING BOATS, &c., IN OANALS.

atented Oct. 18, 1887 u PETERS, Pmwmm mn Vlahin tun. ma

UNTTED STATES PATENT Orrrca.

JOHN M. G'OODXVIN, OF SHARPSVILLE, PENNSYLVANIA, ASSIGNOR OF ONE- FOURTHTO IRVING A. EVANS, OF BOSTON, MASSACHUSETTS.

TOWING BOATS, 800., IN CANALS.

SPECIFICATION forming part of Letters Patent No, 371,680, dated October18, 1887.

Application filed July 1, 1886. Serial No. 206,895. (No model.)

T to whom, it may concern.- a canal equipped with my towing-plant, show-Be it known that I, JOHN M. GooDWIN, a ing nominallyone-half inlengthofastretch citizen oftheUuited States, residing at Sharpsto be operated byone set of engines as used in ville, in the county of Mercer and Stateof such plant. Fig.3 is a sketch, in the manner 5 Pennsylvania, haveinvented certain new and of a plan, of the one-half of a stretch ofcanal useful improvements in towing boats, barges, equipped asaforesaid, showing disposition and and other crafts adapted to thenavigation of relative positions of engines, drums, cablesuch waters inand along canals and like watighteners, shaft-bridge, drum and endbridge, ter-ways, and certain devices, apparatus, and and otherappliances used for operating such 1o appliances contributory to theresult sought stretch. Fig. 4 is a sketch showing arrangethrough theoperation of the said iinproveinentofengine-houses,shaftbridge, anddrums ments, of which improvements and devices, at a station at whichpower is to be applied respectively, the following is a specification,for working a stretch of canal. Fig. 6 is averreference being thereinhad to the drawings tical section 011 long axis of a fpostsocketj iaccompanying and forming part of this my and Fig. 5 is a plan ofpostsocket. Fig. 7 is application for Letters Patent of the United aside elevation of a roller hanger and its ap- States. purtenances forcarrying the towing-cable. The objects of my invention are to provideFig. 9 is an end view, and Fig. 8 a plan, of the means through use ofwhich boats, &c., may hanger. Fig. 10 shows my combined tow-rope 20 betowed in and along canals and like waterand slip-rope, such rope beingapplicable also ways with greater uniformity of progress and to use as aspringline or breast-line, as better dispatch than heretoforeaccomplished, and for the purposes herein described. Fig. and at thesame time at an ultimate cost less 11. shows portions of thetowing-cable with than that ordinarily incident to such towing stopsfixed thereon. Fig. 12 is aplan, and 2 as heretofore performed, while asresults of Fig. 13 an end view, of shafts and gearing in thesubstitution thereof, instead of means heremy device for adjustinggear-connections betofore used, the effective capacity of any canaltween my drum-shafts, (N and N in the apwill be materially increased andthe risk of propriate figures) so that such shafts may collision ofopposing boats diminished, and to thereby be made to revolve both in onedircco effect these betterments of existing conditions tion, or one tothe right andthe other to the by the use of apparatus no part of whichwill left, as desired. in any way occupy nor obstruct the towpathSubjoined is a detailed description of my or water-way of a canal, norprevent or ininvention and an explanation of the manner terfere with thepassage along such tow-path in which the same is to be applied and open35 of teams used for towing in the ordinary manated to effect myaforesaid objects.

ner, nor the passage along such water-way of Atsome eonvenientpointoutside of the towsteamers and other craft of the kinds ordinapath of acanal, preferably immediately at the rily used on canals. To attain theobjects outside edge of the tow-path, as at B, Fig. 1, aforesaid I haveinvented the new and useful I drive into the ground (or, when necessaryso 40 method of applying power to the towing of to do, set by otherprocess) a post-socket, boats, 820., in canals hereinafter described, asS, made, preferably, of cast-iron. Into this and to carrymysaidinvention intoeffect have socket I 6x, vertically, a post, I, preferablydevised theapplianccs and mechanism herein of wood, but it may be ofmetal, and secure described as of my invention, and illustrate thesameagainst strains actingin the direction 5 the same by theaccompanying drawings, of the length of the canal, tending to pull thethroughout which similar letters refer to simipost out of perpendicular,by guys F F, Fi

lar parts, and of which 2, each guy being preferably anchored at itsFigure l is a cross-section of a canal, with foot, and having in it aturn-buckle, by means longitudinal elevation of one suspensionof whichthe guymay be shortened or length- 10) 50 frame of my towing apparatusas applied to ened, as necessary, for the purpose of keepsuch canal.Fig. 2 is a side view taken along ing the post upright in the line ofthese guys.

On the side of the canal opposite R, and preferably about five feet outfrom the top of the slope of the berme bank of the canal,I in likemanner fix a post, P, Fig. 1 similar to the post P. g

Where the berme side of the canal is not embanked, and the waters of thecanal consequently extend beyond the limits of the standard prism of thecanal, thereby forming a bayou or basin, I prefer to set the post P inthe-basin or bayou outside of the limits of the standard prismaforesaid, but as nearly as may be at a point, as 'R, locatedwithreference to P, as it would he were itset, as aforesaid, about five feetout from the top of the berme slope of the canal as ordinarily formed;butif any such bayou or basin be deep enough for use by boats, or if forany reason the post P placed in the bayou would obstruct any desirablemovement of boats, I set such post so as to avoid such obstruction-as atR, for example.

The postsocket S, Figs. 5 and 6, has-been shaped externally, as shown,with a view to fitting it, first, to penetrate the material formingtheembankment of a canal or the bottom of a basin without abrupt'displacement of such material, and, second, to resist, when in place,any force tending to withdraw it. It has been proportioned with a viewto rendering it capableof withstanding any blows necessary to thedriving of it into place and any strain to be caused by any necessarywedging of' a post into it. The socket proper-isshaped so thatwithdrawal of a post for renewal, for instance, may be effected withoutdisturbing the socket as a whole, or the ground about it. Any excavationmade in a canal-bank permanentlyinjures the bank. In case ofa post setin a posthole excavated in earth a permanently sufficient establish mentof the post in the ground at the time of setting is not practicable.

I havedevised the post socket shown and described herein in order toobviate necessity for making excavations in the canal banks and bottomsand to'afford the posts of my suspension-frames firm foundation andbase-support at the outset.

Between the posts P P, I stretch a'suspcnsion-cable, O, in whichare-turn-buckles T T, to be used for setting and keeping the cable taut.The cable is attached at either end to an eye in a strap surrounding thehead of the corresponding post if the post be of wood, or

to an eye fixed in the post if the post he of' metal. To a similar eyefixed on the outer side of each post I attach a guy, as G or G, havinginit a turnbuckle, and secure the foot of such guy to an anchor in theground, or to some suitable anchorage convenient] y accessible. Theseguys G G serve to resist the pull on the posts that the cable 0 willcontinuously exert when that member of the suspensionframe described isset taut and equipped with its appendages and the increased pull thereonthat will be caused by the dOWn drag of the suspension-cable.

tow-rope in the operation oftowing,hereinaftet described, Upon the cable0, I place ahanger, H, (shown in detail in Figs. 7, 8, and 9,) carry--ing a roller, W, preferably adjusting this hanger so that its rollerwill be suspended directly above the foot of the inside slope of thetow-path bank of the canal. In a corresponding position, so.that itsroller will be directly above the foot of the slope of the berme bank ofthe canal, or ata distance from Hequivalentto the standard width of thebottom of the canal,I adjust a similar hanger, H. As indicated in thedrawings aforesaid, the roller of each hanger faces the canal.

Each hanger has a clamp-plate,c.and clampbolts b b, by means of which itis fixed on the This mode of attachment renders readily practicable anynecessary or desirable change of position of a hanger on this cable. Atbends of the canal, and possibly at other places,and for the purpose ofleading boats along some particular part of the water-way, or in someparticular direction or manner rendered necessary by extraordinaryconditions, (as, for instance, the presence of a wreck or otherobstruction in the canal,) adjustments of the hangers varying from thoseshown in the drawings may be made. The hanger should, however, be placedso that the lead of the rope orropes, whether tow-ropes, breast-lines,or spring-lines, connecting a boat with the towing-cable shall be suchthatany such rope shall in passing the hanger encounter and pass overthe circular head or face member of the roller W, and not strayin adirection that would bring it against the vertical arm of the hanger.The back of the roller W is provided with a cutting-edge for the purposeof severing any tow rope or springline coming in contact therewith.

, The duty of the rollers attached to the hangers is primarily tosupport and guide the towingcable M. (Figs. 2, 3, 7, 8, and 9.)

The office of the capstan part or face member of the roller is to fendoff from that'portion of the roller in which the towing-cable travelsandcarry clear of the same any tow-rope, breast-line, or spring-lineattached to said towing-cable for the purpose of towing or sheering aboat, and at the same time to accelerate the movement in the directionof the travel ofthe towing-cable of that part ofany such tow-rope,breast-line, spring-line, or slip-line coming against the face member.

The hanger constructed as shown serves for use on either side of thecanal.

The towing cable M is acable made, preferably, of steel wires, extendingalong the berme side of the canal, and supported'by and traveling on therollers, respectively, of the several hangers, as described and shown,and around the drivingdrum-D, Fig. 3, thence to and partly around theend drum E D on the end bridge, E B, thence beneath a roller, 1",alongside the tightening-drum T D, thence over this tightening-drum andunder a roller, 1", alongside said drum, thence to and partly around theend drum E D thence along the towpath side of the canal, supported byand traveling on the rollers of the hangers fixed along that side of thecanal to and around the driving-drum D, and so on for the ot-herpontions of the stretch of canal operated by the motive power at thestation Q, around, under, or over end drums, rollers, andtightening-drum, respectively, situate at the end of the stretch notshown in the drawings, and back to the bcrme side of the canal and tothe drum D, before named.

The driving-drums operating a stretch may be placed at any point in thelength of that stretch.

Boats will necessarily cast loose from the towing'cable when about topass a drivingdrnm, as Well as when about to pass from one stretchofcable to the nex t beyond. They will, likewise, cast loose preparatoryto entering a lock. \Vhenever practicable, therefore, the driving-drumsand motive power of a stretch should be placed at a lock, and each endof that stretch should be at a look; but presumably in practice anarrangement exactly like that suggested as desirable will not always bepracticable.

The motive power may be placed at a lock and the ends of the stretch,respectively, at suitable points equidistant. from the lock; or themotive power may be placed midway of a long level of the canal and eachend of the stretch at a lock.

As conducing to convenience in operation, the motivepower should beplaced midway between the ends of the stretch; but on occasion the powermay be applied near one end of a stretch. The effectiveness of theapparatus would not be thereby impaired.

To secure certain economies, engines and machinery to be used inoperating the towingcables should be throughoutthe canal of uniformsize, pattern, and power. At the same time the speed of the cable andeffective towing power with that speed should be practically uniformthroughout. In order that these conditions may be compatible, the engineer laying out the towing-plant, after having adopted a standard motorand a standard length of stretcha length preferably the greatest thatmay be effectively operated with his standard motor under the mostfavorable circumstances of alignment. &c., found on the canal with whichhe has to deal-must determine the length of each stretch according tothe character of the alignment and other features of that portion of thecanal along which it is to extend. The more tortuousalignment of courseindicates greater resistances to move ment of cable and boats,respcctively,and sug gests a correspondingly shorter stretch. He

should be careful to arrange each stretch so that the work ordinarily tobe done on it will be well within the ultimate power of his motor.

The shafts N N, Fig. 3, carrying the drivat d.

ing-drums,should be operated by one enginesay that in the house, E. Thedrum D should ordinarily revolve in a direction reverse to that of D,the reversing to be effected by means ofsuitable gearing situate,preferably, Provision should be made, moreover, for readilydisconnecting the shafts N N,and, further, for revolving both shafts andtheir drumsin one and the same direction. A device l'or effecting theseoperations, respectively, is shown in Figs. 12 and 13, in which N N aremain shafts carrying the drivingdrums. V is a supplementary shaft. n isa. gearwheel fixed on N. a is a similar gearwheel movable along N. m isa similar wheel fixed on V. o is a similar wheel movable along V.

\Vith a engaged with a and the shaft N revolving, as indicated by thesingle-barbed arrow, a (with the shaft N) revolves, as indicatcd by thedouble-barbed arrow, in direction opposed to that of N. Now slip a tothe position a and the shafts are disconnected. Now engage a with m andslip 2; along on V and engage it with n, then a and a with theirrespective shafts and drums will revolve in one and the same direction.

The shafts and the machinery in the enginehouscs E 1*) should be soarranged that the two shafts N and N" may be operated either by theengine at E or by that at E, or by the two engines acting together.

I prefer to supply at each power-station, as Q, two separate anddistinct engines, each capable of doing all the ordinary work of thestretch, and boilers and other appurtenances for each engine, the wholearranged substantially as indicated by Figs. 3 and 4. I would furtherarrange steam-pipes so that the boilers at B may supply steam to theenginc at E, or those at B to the engine at E, and, further, so that theboilers at B or any of them may be used in connection with all or any ofthose at B. Then, with either engine or either battery of boilersdisabled, the engine and boilers not disabled may be used to operate thestretch. As the presenceof the towing plant described does not interferewith the operation of the canal in the ordinary way, any stretch may, incase of necessity, be temporarily operated with teams.

The driving-drums D D should be about twelve feet in diameter; if twelvefeet in diameter and making seven revolutions per minute, the cableoperated by them will have a speed of about three miles per hour; makingten revolutions per minute, the cable would have a speed of somethingmore than four and one-quarter miles per hour if there were no slip ofthe drums under the cable.

I regulate the grip of the cable on the driving-drums, respectively, bymeans of suitable rollers, (indicated at g and g in Fig. 3,) one ofwhich is situate near each of said drums and arranged so as to be undercontrol of the engineer in charge at the station, and purposerestricting this grip so that it will never exert more than a certainallowable maximum of pulling-strain on the towing-cable. I regulate theslack of the towing-cable between the drivingdrums and the ends of thestretch by means of the tightening-drums T D aforesaid, except inperiodical distributions of slack, in which I should use thedrivingdrums, and for the purpose of making the driving-drums applicableto this service I have devised the gearing shown in Figs. 12 and 13. Onnearly straight stretches of the canal the suspension-frames (composedof the two posts I? and P and their guys and the suspen- 15 sion-cable0, set and combined as aforesaid) should be spaced so as to use abouttwentytwo frames per mile of canal, the intervals between frames beingmade as nearly uniform as may be. On bends theintervals should belessened in proportion to increase of abruptness of the bend.

The suspension-cables should be fixed at an elevation sufficient to makethem clear the head of a man standing erect on the top of any boat orboat-load that can pass under the lowest bridge spanning the stretch ofcanal on which such cables are to be placed. This being done, the lowestpart of the rollers on the hangers will be out of the way of anynecessary passage of persons or 'freights from the tow-path to boats onthe canal. Suppose the towingcable to be in motion, actuated andoperating as described, and traveling on its round, hereinbeforespecified, and suppose 3 5 that portion of the cable that follows thetowpath side of the canal to be traveling eastward. Then any boat to bethereby towed eastward along the canal will be attached by a suitabletow-rope to that portion of the cable traveling along the tow-path sideof the canal, and the course of such boat will be along the tow-pathhalf of the canal, while boats bound in the oppos te direction will movealong the berme side half of thewater-way, thus avoid- 5 ing the risksof collision and the inconveniences and delays incident to the meetingof boats towed by teams traveling on a towpath, according to thepractice heretofore gen eral.

Were a cable-towed boat to meet a boat towed by team, the former wouldsheer out into the canal, thereby enabling the teamtowed boat to passalong thetow-path side of the canal without slacking her tow-rope andwithout any of the interruption of progress that one or the other of twoteam-towed boats must suffer in case of meeting. Were a canal-boat atrest to be firmly hitched by an ordinary towrope to a towing-cabletraveling at a rate of something more than three miles per hour, nomeans being used to effect a gentle start and a gradual communication ofmotion to the boat, the resulting shock would, presumably, part the towrope, and were atow-rope hitched to the towing-cable used in myapparatusso as to encumber the cable with a mass of rope, or so as to leave'loopsor ends of rope hanging from the cable or from the tow-rope itself, suchrope so hitched, when carried along by the travel of the cable, wouldprobably catch on some part of a hanger with the effect of parting thetow-rope, and, perhaps, jamming a hanger-roller.

To supply means whereby a boat at rest may be readily attached to thetraveling towingcable in such manner as to effect the gentle start ofand gradual communication of motion to the boat that, as aboveindicated,are desirable, and at the same time to avoid the objectionableincumbrance of the towing-cable that might be caused by knotting ontoitan ordinary tow-rope, I have devised my combined tow-rope and slip ropeillustrated in Fig. 10. To construct this appliance, take. a smoothrope, preferably a braided cord, because such cord is free from thetendency to kink that ordinary cordage formed by twisting has. Make thelength of the rope about twice that of the ordinary canal tow-rope.Midway of this length form in or on the rope a fiat l0op,preferao blyabout one yard in length. (See Fig. 10.) This loop may be formed bysplicing into the rope each end of a piece of cordage of a make likethat of the rope itself, or by seizing onto the rope each end of a strapof harness-leather 5 or some other approved material. Thelooppieceshould be proportioned and adjusted so that when attached to the rope byeither of the processes described it will, when the standing part of therope is hauled taut, be at the same time hauled taut and lie closelyalong the rope, thus forming what I have called a fiat loop. I

The rope extending from either end of the loop aforesaid may be used asatow-rope. In caseof use ofone half of the rope as a towrope, the otherhalf becomes what I hav called a slip-rope.

T 0 make attachment to the towing-cable,the boatman should throw one endof the rope made as described over the towing-cable, haul in on that endand pass it through the loop, and continue to haul in on it until theleading end of the loop shall have passed over the towingcable, returnedthrough the loop itself, and formed a four-part noose embracing thetow-' ing-cable. The running knot thus formed 'will grip thetowing-cable (relative lead of cable and tow-rope being constant) with atenacity directly in proportion to the strain put on the tow-rope. Thesliprope should meantime be kept taut enough to prevent it swayingabout; but with the full strain caused by ordinary towing this grip ofthe tow-line on the smooth cable will be hardly severe enough to preventall slip of the noose along the cable. This is, as hereinafterindicated, a desirable condition.

I provide for timely arrest of thegrippingknot or noose certain stops inthe shape of I 30 tapering sleeves, made of leather or other approvedmaterial, fixed along the towing-cable, as shown in Fig. 11, preferablyabout five hundred feet apart, all along the cable.

The boatman about to hitch to the traveling cable should place his boatwith her stern only a little in advance (in the direction of intendedmovement of boat) of a hanger, and should cast his tow-rope, constructedas described, over the towing-cable immediately behind one of the stopsaforesaid, he at the time standing at or near the stern of his boat.Then, walking forward at a speed equal to that of the cable, he will beable to form his noose and fix it on the cable before any-towing straincomes on the tow-rope. Then, having taken a turn with the tow-ropearound a kevel on the boat, he may, by tightening or slacking on theslip-rope, decrease or increase the grip of the noose on thetowing-cable, as desired. Ordinarily the slip of the noose along thetowing cable will sutfice to prevent too great a strain on the tow-rope.The pull necessary to the slipping of the noose along about five hundredfeet in length of the towing-cable will ordinarily give the boat headwayenough to warrant the slacking up of the slip-rope and the handling ofthe boat by gradually paying out and finally making fast the tow-rope;but in case of need the noose may be made to pass over the stop firstencountered by it simply by giving a strong pull on the slip-rope, thereby opening the noose and relaxing its grip.

A boat should not attempt to hitch to the traveling cable at a pointless than one thousand t'eet ahead of a boat already attached.

To cast loose from the towing-cable, the boatman will let go his towrope altogether and hold fast on his slip-line, thereby causingwithdrawal of the noose from the cable, Where' upon the tow-line may behauled home. Thus a boat towed by cable may be brought to a standstillas readily as if towed by team.

The looped rope shown in Fig. 10 may be on occasion utilized as aspring-line or as a breast-line. Noosed onto the towing-cable as whenused as a tow-rope, it may be made to hold a boat up to that bank of thecanal along which she is traveling or to sheer her toward or away fromthat bank, as desired, and to largely facilitate the steering of theboat generally, thereby reducing the labor of the helmsman. The point ofattachment of the breast-line to the towingcable should bear somewhatabaft the beam of the boat. The point of attachment to the boat willvarywith the character of the maneuver to be performed.

Obviously, all boats attached to the towingcable will have one rate ofprogress, and bya properly-calculated distribution of boats along thecable and regulation of the speed of the cable boats may be made toarrive at any given point on the canal-as a lock, for instancein suchorder of time as will best suit conditions existing at suchpoint,whereby the business of the canal as a whole will be expedited.

I am aware that prior to my invention-to wit, in the year 1S20LettersPatent of the United States were granted for a machine and apparatus fortowing boats along canals, &c.,

and across rivers, in the specification accompanying which patent theinventor describes and claims a cord, rope, or chain acting upon theprinciple of a band or strap, the same to be kept above and out of waterby means of standards or posts planted from place to place along themiddle of the canal, or by means of transverse pieces of timber laidfrom place to place across the canal, such endless band or chain to beactuated by water-power and made to serve the purpose of a towingcable,to which boats, &c., are to be hooked by short hawscrs o'i tow-lines.

I am aware, further, that the specification forming part of LettersPatent of the United States No. 130,080, for improvement in towingcanal-boats, dated July 30, 1872, describes a towing apparatus whereinthe tractionpower is obtained through a horizontal arrangement ofendless chains to be worked by means of the overtlow of the waste weiron the side of the lock, or, in lack of sufficient water-power, bystationary steam-power.

I am aware, further, that the patentees under French Patent No. 56,211,of date of November-12, 1862, describe their invention as a system fortowing boats in canals, &c., composed, essentially, of an endless towingcable or cables driven by pulleys actuated by stationary steam-power,the driving-pulleys to be fixed above the canal or water-way, or alongside of it, according to circumstances, and the rollers for carrying thecable or cables to be fixed above the water-way upon beams spanning thesame, or upon posts set alongside the canal or stream where thewater-way is of a width rendering impracticable the spanning of it withbeams; but they do not indicate nor suggest appliances for supportingand operating the driving-pulleys in position above the water-way; nordo they suggest the possibilityofmaintaining cablecarrying rollers abovea waterway that is of a width rendering impracticable the spanning ofsuch waterway with beams.

In view of the patents named I do not broadly claim as new theapplication of an endless cable to the purpose of towing boats, 8:0,, incanals, nor the combination, in a towing apparatus, of an endless cablewith carrying-rollers supported above the water-way of a canal, and withdriving-pulleys or drums operated by stationary engines; nor do I inthis application specifically claim the method or system of towingboatsin canals and like waters described herein, having made such claimthe subject of a separate and independent application for Letters Patentof the United States, filed July 13, 1885.

WVhat I do hereby claim as of my invention, and desire to secure byLetters Patent, is-- 1. The improved towing apparatus herein described,comprising the transverse suspensioirframes, the hangers supported onand adjustable along said frames and provided with rollers,thcdriving-shafts provided with drums and gear-wheels, the shaft-bridgesupporting said shafts, the end drums and cable-tightcm' ing drums, theend bridges supporting said drums, the towing-cable provided with stops,and the tow-rope for connecting with said towing-cable the boat or otherobject to be towed, substantially as set forth.

2. In an apparatus for towing, a hanger or support provided with aspindle having journaled thereon a cable'carrying roller, W, said rollerbeing provided with a rear member, f, having a cuttingedge,substantially as set forth.

3. In an apparatus for towing, the combination of the shafts N N, havinggear-wheels a n, and the counter-shaftV, having gear-wheels o m, thegear-wheels o and a being each adjustable along its shaft, whereby thesaid shafts N N may be geared to revolve in one and the same directionor in opposite directions, or be ungeared and rendered independent,substantially as set forth.

4. In an apparatus for towing by means of a driven cable, a'connectionfor joining with such cable the object to be towed, such connectionconsisting of arope or cord provided between its ends with a loop, theportions of such rope on opposite sides of the loop forming the one atow-line and breast-line and the other a slip-line, substantially as setforth.

5. In an apparatus for towing, a towing-cable having at intervalsprotuberances forming stops, the same having their'ends tapered, therebyto facilitate on occasion the slipping of the gripping-loop of thetow-line over and past any one of said protuberances, substantially asset forth. 1 i

6. In an-apparatus for towing, the combination of the towing-cablehaving protuberances the extremities of which are tapered, and thetow-line consisting. of a rope or cord provided between its ends with aloop, the portions of the rope extending,respectively, from oppositeextremities of the loop forming the one a tow-line and breast-line andthe other a slip-line, substantially as set forth.

7. In an apparatus for towing, the combination, with the waterway andthe enginehouses located on opposite sides thereof, of thedriving-shafts extended over said waterway, the gearing connecting saidshafts, and the bridge extending across said water-way and supportingsaid shafts, substantially as set forth.

8. In an apparatus for towing. the combination of the end drums, E l). ED, the

drums T D, located between drums E D E D",

guide-rollers for said cable and the drive mechanism situate betweensaid end drums, and having driving-drums engaging said towing-cable,whereby to drive the same, substantially. as set forth. I

11. In an apparatus for towing, having an endless towing-cable and drumsand rollers for carrying, guiding, and regulating the same, thedrive-drums and the shafts carrying such drive-drums,respectively,combined with gearing, whereby said shafts may be connected,disconnected, and operated, substantially as set forth.

JOHN M. GOODVVIN.

'Witnesses:

7M. I-I. BARNES,

P. J. BARTLESON.

